Car Review: 2012 Fiat 500 Lounge

After a brief dalliance in Canada back in the early ’80s with the Strada and the odd-looking X-19, Fiat packed its bags and went home. Well, after hooking up with Chrysler, it is now returning with a modern interpretation of a car that first hit the road in 1957. This time around, it is much larger — the wheelbase rises by a whopping 460 millimetres to 2,300 mm. That, however, does not blunt its overt charm — it is as huggable as the car with which it shares its name. This begs the obvious question: Is cute and cuddly enough to make it a sales success?

When the original 500 arrived, it was powered by a rear-mounted 500-cubic-centimetre air-cooled two-cylinder engine that made all of 15 or so horsepower. Today, the 500 employs Fiat’s 1.4-litre MultiAir four-cylinder motor. It manages to pump out 101 horsepower and 97 pound-feet of torque. It is a smooth operator for the most part, as it displays a great deal of civility in the lower part of the rev range, and it behaves itself well until it is forced to reach for redline — then it gets noisy.

The reason for the noise is that the 500 is, quite frankly, under-engined. The proof is found in the 500’s performance numbers. It takes just shy of 12 seconds to run from rest to 100 kilometres an hour and around nine seconds to accomplish the more important 80-to-120-km/h passing move. The net result is a car that cries out, quite literally, for a larger engine or, preferably, one with a turbo. Thankfully, the latter is expected to arrive next year in the form of the Abarth edition —rumours suggest it will push as much as 170 hp. Now, that’s more like it!

The 500 is offered with either a five-speed manual gearbox or optional six-speed automatic transmission with a manual mode. While the manual has a short throw, defined gate and a relaxed clutch, it is the automatic that’s destined to be the more popular choice. Beyond the shiftless reason, it features a sport button. This not only stretches out the upshift points, it firms the steering and sharpens the throttle response. The downside is the automatic consumes 5.7 L/100 km of fuel on the highway. By way of comparison, the Hyundai Accent, which is a larger car and features a bigger 1.6L engine that makes 138 hp (37 more ponies than the 500), consumes just 4.8 L/100 km when teamed with its six-speed automatic. Go figure …

The 500’s suspension is comprised of MacPherson struts up front, a twist beam in the back and anti-roll bars at both ends. The calibration is such that the 500 manages to soak up rough sections of pavement without feeling as though it’s about to fall over when it’s pushed through a corner. Likewise, the steering, while a little light at higher speed, delivers the right feedback, and the brakes bring plenty of fade-free stopping power without feeling grabby. In this respect, the 500 proved to be rather an enjoyable drive.

Inside, the cabin’s execution is as cute as the exterior’s style. The tester arrived with a two-tone red and black leather-lined cockpit featuring surprisingly good materials for an entry-level ride. It was also decked out — the loaded Lounge featured a fixed-glass sunroof and a solid Bose sound system.

Not all, however, is perfect. The ignition key sits very close to the dashboard — the red finish beside the key will end up getting marred because of the proximity. Second, one tends to sit on the driver’s seat rather than in it. This not only puts a bit of a crimp in the available headroom, it also makes a traffic light difficult to see. The header between the windshield and sunroof forces a taller rider to peer under it or over it. Either way it’s a pain.

The rear seats mirror those found in many two-door cars — it takes some agility to access and, once ensconced, the legroom starts at limited and shrinks quickly. There is essentially none if the driver is long of leg. Ditto the rear headroom (it is tight) and the cargo capacity — just 9.5 cubic feet with the seats upright. The best plan is to fold the rear seat down and think of the 500 as a two-seater … and enjoy the additional space.

To answer the question posed off the top: The huggable factor is not enough to offset the Fiat 500’s shortcomings. As such, it means it will likely be purchased as more of a fashion accessory for those seeking attention than it will as a serious mode of transportation. Around town, in an unhurried environment, the Fiat 500 is just fine, and people definitely notice you puttering by. Speed things up and it does not fare nearly as well. All of this means the 500 is destined to remain a curiosity until it gets the power it needs.